Brake mechanism



May 26, 1936- s. voREcH ET AL 2,041,884

Y BRAKE MECHANI SM Fileduune 2, 19:52 2 Smeets-sheet 1 AnvVEA/frozSTEPHEN VRECH, y BY ASTEPHE JOHNSON,

Mayes, 1936.-

s. voREcH r-:T A1.

BRAKE MECHANISM Filed June 2, 1952 2 Sheets-Sheet 2 Patented May 26,1936 UNITED STATES PATENT oFFicE BRAKE MECHANISM Stephen Vorech andStephen Johnson, Jr., Pittsburgh, Pa., assignors to Bendix WestinghouseAutomotive Air Brake Company, Pittsburgh, Pa., a corporation ol'Delaware Application June z, 1932, serial No. 614,988

4 Claims.

brakes may be actuated by any one of a plurality of pressure systems.

Another object of the invention is to provide a fluid-pressure brakingsystem comprising a plurality of pressure systems for operating thebrakes, whereby on failure of one such systein v the other may beoperated to actuate the brakes.

A further object of the invention is to provide in a huid-pressurebraking system, an auxiliary brake-operating system together with meanscontrolled by both of said systems whereby one of said systems is shutoff when the other is operated.

A still further object is to provide a fluidpressure braking systemwhich will be sov arranged and designed as to give brake applicationeven after failure of parts of the system.

A still further object is to provide a fluid-pressure braking systemwhich will include a plurality of manually-operable control members,each of which is operable aggsveparate system, to eiTect application ofthe brakes."

A still further object is to provide a fluidpressure braking systemcomprising an auxiliary system for eifecting brake application, saidbraking system land said auxiliary system being so designed as toinclude a minimum number of parts and a minimum amount of piping. Astill further object of the invention is to provide a braking system inwhich manual operation of the brakes may be had on failure of pneumaticmeans.

A still further object of the invention is to provide a braking systemin which the brakes may be applied by either of a plurality ofpressure-operated means, or alternately, may be operated by manual meanson failure of the pressure-operated means.

Other objects and features of novelty oi the invention will appear moreclearly from the following detailed description taken in connection withthe accompanying drawings, which illustrate one embodiment of theinvention. It is to be expressly understood, however, that the draw--ings are for purposes of illustration only and Iare not designed as adefinition of the limits of the invention, reference being had for thispurpose to the appended claims.

Referring to the drawings:

Fig. 1 is a view showing a braking system according to the presentinvention;

2 is a view,.partly in section, of a valve device, which is shown'in itsoperative relation 5 i to other parts of the invention in Fig. 1, and

Fig. 3 is a view showing a modified form of braking system according tothe present invention.

Referring to the drawings, and more particularly to Fig. 1 thereof,reservoirs l and 2 are provided for the storage of a fluid underpressure such as compressed air, the same being interconnected at alltimes through a pipe 3. An auxiliary reservoir t is alsoprovided, thesame being adapted to be supplied with iluid under pressure from acompressor (notshown) through a pipe 5, connected to the compressor, a.T-coupling 9, and a pipe which includes a one-way check valve l whichallows flow of iluid to reservoir t from the compressor and pipe 5 butnot in the opposite direction. Reservoirs il and 2 are v also fed fromthe compressor and pipe t through a pipe 8, the same including a one-waycheck valve 3ft allowing flow of fluid from the com- 25 pressor and pipe5 to reservoirs i and 2 but not in the opposite direction, said pipe 8being connected to pipe 5 through the T-coupling 9. Brake cylinders l ilare provided, the same being adapted to be supplied with fluid underpressure through pipes Ill and flexible couplings l2, the pipes lllbeing connected, as shown, to the central passage v `of a double checkvalve I3, the same being more fully disclosed in Fig. 2 of the drawings.

Means are provided for connecting the inter- 35 connected reservoirs l,2 to brake cylinders l0,

v such means comprising pipe it, connected at its one end to one of saidreservoirs, and at its other end to a brake valve device |15, theconstruction of which forms no part of the present invention. A pipe itis connected at its one end to brake Valve iti and at its other end to aconnecting member Ill on double check valve It. Brake valve l5 isprovided, as is usual, with a manuallyoperable means IIB for operatingsaid valve to establish communication between lpipe it and pipe i6.

Means are provided for establishing communication between isolatedreservoir l and brake cylinders Ill, such means comprising a pipe 19,50connected at its one end. to reservoir t and at its other end to asecond brake valve device 20. A pipe 2l is provided, the same beingconnected at one end to brake valve device 20 and at its other end to aconnecting member 2t provided on 55 double check valve I3. Brake valvedevice 20 is of usual design and construction, and specifically forms nopart of the present invention. As is usual, this valve device isprovided with manuallyoperable means 23 for operating said valve toestablish communication between pipe I9 and pipe 2I.

Referring now more particularly to Fig. 2 wherein is fully disclosed thedouble check valve device I3, referred to above, it will be seen thatthe same comprises a cylindrical body member 24, said body member havinga longitudinallyextending cylindrical bore 21 therethrough. End members25 and 26 are provided, the same being attached by any suitable means tothe ends of said body member, said end members being provided withpassages extending therethrough, the same communicating directly withthe tubular bore 21 in body member 24 but being of smaller diameter.Connecting members I1 and 22 are preferably screw-threaded to endmembers 25 and 26 and, as heretofore stated, provide means for attachingpipes I6 and 2l to the double check valve I3. Annular resilient seats 30are disposed in interiorly-formed annular offsets in body member 24,only one of said seats being disclosed in Fig. 2. Formed on the bodymember 24 at the middle of its longitudinal length and extendingradially thereof is formed an attaching lug 3|, the same beingpreferably formed integrally with body member 24, and having a boreextending therethrough which is in constant open communication withcylindrial bore 21. Attaching means 32 are preferably screw-threaded tolug 3| and such attaching means are adapted to be connected to the pipesII leading to the brake cylinders I0, whereby said brake cylinders arein constant, open communication with the cylindrical bore 21. Slidablydisposed in. the bore 21 is a piston 33, the same being of such a lengththat when it is at either end of the bore 21 and engaging one of theannular seat rings 30, the passage through the lug 3l `and fitting 32will be open to the bore 21. n

From the above, it will be obvious that if a fluid under pressure isadmitted through pipe 2| and fitting 22, the pipe I6 and fitting I1being connected to a lower pressure, the piston will be moved to theleft, as viewed in Fig. 2 and the pipe 2l will therefore be in opencommunication with the brake cylinders I0 through fitting 22, bore 21,lug 3|, fitting 32, pipes II and iiexible connections I2.

For the purposes of describing the invention it may be assumed thatmanually-operable member I8 of brake valve I5 is adapted to be operatedby a foot-pedal, while manually-operable member 23 of brake valve 2li isadapted to be operated by the usual emergency hand-lever of a vehicle,although other means of operating these members may be provided or theabove methods of operation may be interchanged.

In operation fluid under pressure is supplied by a compressor toreservoirs I, 2 and 4 through pipe 5 and past check valves 1 and 34.Such check valves prevent fluid under pressure in the reservoirs fromreturning to the compressor or equalizing with the other reservoir. Ifmanually-operable lever IB of b'rake valve I5 be operated at this timeto establish connection between pipe I4 and pipe I6 fluid under pressurewill flow from interconnected reservoirs I, 2 through pipe I4, brakevalve I5, pipe I6, to double check valve I3 through connecting member I1and end member 25. As there is no pressure in pipe 2| due to the factthat this pipe is connected to atmosphere through brake valve 20, piston33 in double check valve I3will be moved to the right as viewed in Fig.2 and communication will be established between pipe IS and pipes II,thereby supplying fluid under pressure to brake cylinders I0 throughflexible connections I2.

If it is desired to operate the brakes by means of the hand-operatedemergency brake lever, the manually-operable member 23 of brake valve20, 1 which is connectedto the said emergency lever, is operated,thereby establishing connection between pipe I9 and pipe 2l. At thistime fluid under pressure will flow from reservoir 4 through pipe I 9,brake valve 20, and pipe 2I to the double check l valve I3 wherepressure entering bore 21 through connecting member 22 and end member 26will force piston 33 to the left as viewed in Fig. 2, thereby allowingiiuid under pressure in pipe 2l to iiow to brake cylinders I0 throughpipes II and flexible connections I2. Piston 33 may be easily moved tothe left in the above operation by reason of the fact that the left endof bore 21 is connected to atmosphere through pipe I6 and brake valve I5which is in inoperative position.

It will be evident from the above that a simple and effective means hasbeen provided for supplying fluid pressure to the brake cylinders of avehicle by either of two pressure systems. Obviously if part of one ofthe systems should fail :l the brakes might still be applied by means ofthe other system, the check valves 1 and 34 and the double check valveI3 preventing loss of fluid under pressure on breakage of parts of onesystem.

Referring nowparticularly to Fig.3 of the drawings, it will be seen thata braking system has been provided wherein the brakes may be operated byeither of a plurality of fluid-pressure operated means, or, on failureof such pneumatic means, may be operated by manual means. In thedrawings the numeral 40 represents the brake cylinders of a vehicle, thesame being operable to rotate suitable brake devices or members such ascam-shafts 42 through push-rods 4I and slack adjusters 43. Brakecylinders 40 are connected, through piping 44 to a brake valve (notshown) which may preferably be operated by a foot pedal (also notshown).

A second set of brake-operating cylinders is provided, such cylindersbeing illustrated at 45 and including push-rods 46 which are connectedat their outer ends to the upper ends of levers 41, the same beingattached at their centers to a cross-shaft 48. The lower ends of levers41 are attached by means of rods 49 to suitable lever arms 5I! connectedto slack adjusters 43 and camshafts 42. It will be observed that lostmotion connections 5I have been provided between lever arms 5I) and rods49. It will also be observed that when air is supplied to cylinders 40to operate the brakes, cam-shafts 42 and lever-arms 50 will be rotatedin a. clockwise direction, and such rotation will not in any way affectrods 49 and attached parts due to the lost motion connections 5I betweenlevers 50 and rods 49. However, the lost motion connections are sodisposed that any brake-applying effort on rods 49 will immediately betransmitted to levers 50 and cam-shaft 42 as there is no lost motion inthis direction.

Means are provided for supplying fluid under pressure to brake cylinders45, such means comprising the brake valve 52, the same being connectedto brake cylinders 45 through piping 53, and to a reservoir meansthrough piping 54. It

Should be noted that the reservoir means connected to brake valve device52 is isolated from the reservoir means connected to the brake valvedevice supplying the brake cylinders 4l). 'Ihe arrangement may beidentical with that shown in Fig. l. Brake cylinders l5 are normallyconnected to the atmosphere through piping 53 and brake valve 52.Manually-operable lever 55 is provided for operating brake valve 52, thesame being operable, by the usual hand emergency lever (not shown) ofthe vehicle, through connecting rod 56, which is connected at point 5lto lever 55. Lever 55 is also connected, at point 5l, to one endof aconnecting rod 58, the other end of which is connected, through a lostmotion device 59 to a lever 50, the same being carried by, and connectedto the cross-shaft 28. The lost motion connection 59 is so arranged thaton operation of lever 55 sucient to effect operation of the brakesthrough brake valve 52 and brake cylinders 25, the lever 60 will not bemoved as the lost motion device 59 will not be entirely taken up. y

The operation of the device is as follows:

Operation of the foot pedal (not shown) operates the foot-pedalcontrolled brake valve (not shown) to supply fluid under pressure tobrake cylinders dill through pipes d2, the brake cylinders l2 thenrotating cam-shafts 22 in a clockwise direction through push-rods 2l andslack .adjusters 23. Due to the lost motion connection between levers 52and rods 29, no movement of rods 25 will occur on such actuation of thecamshafts 22. AIf it is desired to operate the brakes by means of thehand emergency lever (not shown) such lever is operated to exert a pullon rod 56 and lever 55, thereby operating brake valve 52 to supply fluidunder pressure to brake cylinders 25 through pipe '52, brake valve 52,and piping 53. Such actuation of brake cylinders 25 will rotate the camshafts 22 in a clockwise direction through push-rods 26, levers 2l, andconnecting rods 29. As pointed out hereinbefore, the lost motionconnection" 5l is so arranged that it has no elect when cam-shafts (l2are operated by connecting rods 29, the connection in this case beingrigid and instantaneous. When rod 55 and lever 55 are operated, asdescribed above, by the hand emergency lever, connecting rod 58 willmove to the left due to its connection at point 5l with lever 55, suchmovement acting to partially take up the lost motion 59. However, beforesuch lost motion is entirely taken up, brake valve 52 will have beenoperated by lever 55 and fluid under pressure will operate in cylinderkl5 to rotate cross-shaft 4S in a clockwise direction through push-rods46 and levers M. Accordingly such rotation of the cross-shaft 58 andlever 6) will be by air pressure alone and no manual force willbevtransmitted to cross-shaft 28 through rod 58 and lever 6U.

In'the event of failure of either the foot-pedal or the hand-leveroperated device, it will be obvious that the other of such devices willnot be affected by such failure and an air application of the brakes maybe had. In the event of failure of both of the air systems, it will beobvious that manual operation of the brakes may be had by means of thehand lever, operating through rod 5B, rod 58, lever 60, cross-shaft 48,levers M, rods 49, levers 50, slack adjusters 43' and camshafts 42.

While there has been shown and described a single embodiment of thepresent invention, it is to be understood that the invention is not inany way limited thereby, and that different systems and modifications ofthe parts thereof may be employed Without departing from the spirit ofthe invention, reference being had for the limits of said invention tothe appended claims.

What is claimed is:

l. In a lvehicle braking system, the combination with brake operatingmembers, manually controlled fluid pressure means for operating saidmembers, and separate pedal controlled duid-pressure means for operatingsaid members independently of sai-d manually controlled fluidpressuremeans, one of said means including connections'to said members foroperating the latter mechanically and independently of said uid pressuremeans in the event of failure of the latter.

2. A fluid-pressure braking system comprising a pair of brake operatingmembers, pedal controlled huid-pressure means for operating saidmembers, a cross shaft, connections including lost motion devicesbetween said cross shaft and members, Huid-pressure means for operatingsaid cross shaft, manual means for controlling said last namedfluid-pressure means, and connections including an overrunningconnection between said manual means and said cross shaft for operatingsaid brake operating members mechanically in the event of failure ofeither of said duid-pressure means.

3. A braking system comprising a brake operating device, fluid-pressuremeans for operating said device, a separate fluid-pressure meansconnected to said brake operating device through a lost motion device, amanually-operable means for controlling said separate fluid-pressuremeans, and a connection betweensaid manuallyoperable means and saidbrake operating device including a second lost motion device.

4. A fluid-pressure braking system for vehicle brake devicescomprising apair of sets of fluidpressure operated chambers, means connecting oneset of chambers with said brake devices, means including overrunningconnections for connecting the other set of chambers with said brakedevices, pedal-operated means for controlling one set of chambers tooperate the brake devices, manually-operated means separate andindependent of said pedal-operated means for controlling the other setof chambers to operate the brake devices, and connections between saidbrake devices and one of said means to operate the brake devicesmechanically in the event of failure of said sets of chambers.

STEPHEN VORECH. STEPHEN JOHNSON, JR.

